All-terrain vehicle

ABSTRACT

An all-terrain vehicle is provided comprising a chassis, four wheels and a passenger compartment that includes a passenger seating structure. The vehicle additionally comprises a drivetrain operatively connected to at least one of the wheels comprising at least one drive shaft and at least one torque transfer device. Furthermore the vehicle includes a prime mover that is mounted to the chassis entirely forward of a front edge of the seating structure and operatively connected to the drivetrain. The prime mover is structured and operable to provide motive force to at least one of the wheels.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/839,960 filed Dec. 13, 2017, which is a continuation of U.S. patentapplication Ser. No. 15/007,850 filed on Jan. 27, 2016, now U.S. Pat.No. 9,878,614, the disclosure of which are incorporated herein byreference in their entirety.

FIELD

The present teachings relate to light weight vehicle engine anddrivetrain configurations, and more particularly to off-roadside-by-side vehicle engine and drivetrain configurations.

BACKGROUND

The statements in this section merely provide background informationrelated to the present disclosure and may not constitute prior art.

Known light weight off-road vehicles, e.g., side-by-side vehicles(SSV's) and utility task vehicles (UTVs), have engines that are disposedin the rear of the vehicle (e.g., behind the passenger compartment), orin the middle of the vehicle (e.g., at least partially under theseat(s)). Additionally, such off-road, all-terrain vehicles aretypically configured as four-wheel drive (4WD) vehicles having largetires and large amounts of suspension travel that allow such vehicles tonegotiate rough terrain and fit on trails that on-road vehicles may notbe able to traverse. Such engine layouts and vehicle configurations mayresult in a rear biased and a relatively high center of gravity (CG)location, which result in driving characteristics that may not bepreferable to all drivers.

SUMMARY

In various embodiments the present disclosure provides a light weightoff-road vehicle, e.g., an all-terrain side-by-side vehicle or utilitytask vehicle, that includes a chassis, a pair of front wheels, an a pairof rear wheels operationally connected to the chassis and a passengercompartment supported by the chassis. The passenger compartmentgenerally includes a dash console, a floorboard, and a passenger seatingstructure. The vehicle additionally includes a drivetrain operativelyconnected to at least one of the wheels and generally comprising atleast one drive shaft, and at least one torque transfer device, e.g., atleast one transmission and/or transaxle. Furthermore the vehicleincludes a prime mover, e.g., an internal combustion engine, that ismounted to the chassis entirely forward of a front edge of the seatingstructure and operatively connected to the drivetrain. The prime moveris structured and operable to provide motive force to at least one ofthe wheels. In various instances the prime mover is mounted to thechassis such that it has a longitudinal orientation relative to alongitudinal axis of the vehicle. Additionally, in various instanceswherein the torque transfer device is a transmission, the transmissionis mounted such that it has a longitudinal orientation relative to thelongitudinal axis of the vehicle.

By locating the prime mover in front of the passengers, the center ofgravity of the vehicle is located further forward than known suchvehicles, e.g., further toward the front of the vehicle than known suchvehicles. This results in improved and stable vehicle handling dynamics.More particularly, placement of the prime mover forward of the seatingstructure increases the mass moment of inertia of the vehicle in bothpitch and yaw which results in improved pitch and yaw stability andsuspension isolation while traversing rough terrain. These resultinghandling characteristics may be preferable to some drivers over thecharacteristics of known such vehicle having a rear mounted engineposition. Another advantage of locating the prime mover forward of theseating structure is that the rearward portion of the vehicle, e.g., theportion of the vehicle behind the seating structure, is absent the primemover. Therefore, the vehicle has more space behind the seatingstructure that allows for greater rear storage volume and payload thanknown such vehicles, e.g., the vehicle can have a larger cargo bed withgreater volume than known such vehicles. Moreover, the additional spacecreated by placing the prime mover forward of the seating structureallows for such a cargo bed of the vehicle to have a greater depth andsit lower to the ground than known light weight off-road vehicles, e.g.,the bottom or deck of the cargo bed can be located lower toward theground and in closer proximity to rear axle(s) of the vehicle than knownsuch vehicles. By being able to locate the cargo bed lower to the groundthe vehicle can have a lower center of gravity, and hence greaterstability and handling dynamics, than known such vehicles, particularlywhen the cargo bed of such vehicles is loaded with cargo. Still further,the additional space in the rear portion of the vehicle can providegreater seating capacity than known light weight off-road vehicles,e.g., additional space for a second row seat or seats.

Other embodiments, aspects, and advantages will become apparent from thefollowing detailed description taken in conjunction with theaccompanying drawings which illustrate, by way of example, theprinciples of the described embodiments. It should be understood thatthe description and specific examples are intended for purposes ofillustration only and are not intended to limit the scope of the presentteachings.

DRAWINGS

The drawings described herein are for illustration purposes only and arenot intended to limit the scope of the present teachings in any way.

FIG. 1A is an isometric view of an off-road, all-terrain vehicle havinga prime mover mounted forward of a seating structure of the vehicle, inaccordance with various embodiments of the present disclosure.

FIG. 1B is a side view of the vehicle shown in FIG. 1A, in accordancewith various embodiments of the present disclosure.

FIG. 2 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving a drivetrain configuration in accordance with various embodimentsof the present disclosure.

FIG. 3 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving a drivetrain configuration in accordance with various otherembodiments of the present disclosure.

FIG. 4 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving a drivetrain configuration in accordance with yet various otherembodiments of the present disclosure.

FIG. 5 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving a drivetrain configuration in accordance with still yet variousother embodiments of the present disclosure.

FIG. 6 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving a drivetrain configuration in accordance with yet further variousother embodiments of the present disclosure.

FIG. 7 is an isometric view of the vehicle shown in FIGS. 1A and 1Bhaving a cargo bed with a deck that is disposed at a level that is lowerthan a top of the rear wheels of the vehicle, in accordance with variousembodiments of the present disclosure.

FIG. 8 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving an exhaust line configuration in accordance with variousembodiments of the present disclosure.

FIG. 9 is a schematic drawing of the vehicle shown in FIGS. 1A and 1Bhaving an exhaust line configuration in accordance with various otherembodiments of the present disclosure.

FIG. 10 is an isometric view of the vehicle shown in FIGS. 1A and 1Bincluding an air intake and filter, and a radiator, in accordance withvarious embodiments of the present disclosure.

FIG. 11 is a side view of the vehicle shown in FIG. 10, in accordancewith various embodiments of the present disclosure.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of drawings.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is in no wayintended to limit the present teachings, application, or uses.Throughout this specification, like reference numerals will be used torefer to like elements.

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art can utilize their teachings. While thepresent disclosure is primarily directed to an all-terrain, off-roadutility vehicle, it should be understood that the features disclosedherein can have application to other types of vehicles such as mostlightweight vehicles that are not designated for use on roadways, e.g.,maintenance vehicles, cargo vehicles, shuttle vehicles, golf carts,other all-terrain vehicles (ATVs), utility task vehicles (UTVs),recreational off-highway vehicles (ROVs), side-by-side vehicles (SSV),worksite vehicles, buggies, motorcycles, watercraft, snowmobiles,tactical vehicles, etc.

As well, it should be understood that the drawings are intended toillustrate and plainly disclose presently preferred embodiments to oneof skill in the art, but are not intended to be manufacturing leveldrawings or renditions of final products and may include simplifiedconceptual views to facilitate understanding or explanation. As well,the relative size and arrangement of the components may differ from thatshown and still operate within the spirit of the invention.

Unless otherwise defined, all technical and scientific terms used hereinhave the same meaning as commonly understood by one of ordinary skill inthe art to which this disclosure belongs. The terminology used herein isfor the purpose of describing particular example embodiments only and isnot intended to be limiting. As used herein, the singular forms “a,”“an,” and “the” may be intended to include the plural forms as well,unless the context clearly indicates otherwise. The terms “comprises,”“comprising,” “including,” and “having,” are inclusive and thereforespecify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof. The method steps,processes, and operations described herein are not to be construed asnecessarily requiring their performance in the particular orderdiscussed or illustrated, unless specifically identified as an order ofperformance. It is also to be understood that additional or alternativesteps can be employed.

When an element, object, device, apparatus, component, region orsection, etc., is referred to as being “on,” “engaged to or with,”“connected to or with,” or “coupled to or with” another element, object,device, apparatus, component, region or section, etc., it can bedirectly on, engaged, connected or coupled to or with the other element,object, device, apparatus, component, region or section, etc., orintervening elements, objects, devices, apparatuses, components, regionsor sections, etc., can be present. Similarly, when an element, object,device, apparatus, component, region or section, etc., is referred to asbeing “operably or “operatively connected to or engaged with” anotherelement, object, device, apparatus, component, region or section, etc.,it can be directly on, engaged, connected or coupled to or with theother element, object, device, apparatus, component, region or section,etc., or intervening elements, objects, devices, apparatuses,components, regions or sections, etc., can be present. In contrast, whenan element, object, device, apparatus, component, region or section,etc., is referred to as being “directly on,” “directly engaged to,”“directly connected to,” or “directly coupled to” another element,object, device, apparatus, component, region or section, etc., there maybe no intervening elements, objects, devices, apparatuses, components,regions or sections, etc., present. Other words used to describe therelationship between elements, objects, devices, apparatuses,components, regions or sections, etc., should be interpreted in a likefashion (e.g., “between” versus “directly between,” “adjacent” versus“directly adjacent,” etc.).

As used herein, the term “and/or” includes any and all combinations ofone or more of the associated listed items.

As used herein the term “drivetrain” will be understood to mean thegroup of components that deliver torque to at least one of the wheelsdescribed below, excluding the prime mover described below thatgenerates torque to provide motive force to the vehicle.

Although the terms first, second, third, etc. can be used herein todescribe various elements, objects, devices, apparatuses, components,regions or sections, etc., these elements, objects, devices,apparatuses, components, regions or sections, etc., should not belimited by these terms. These terms may be used only to distinguish oneelement, object, device, apparatus, component, region or section, etc.,from another element, object, device, apparatus, component, region orsection, etc., and do not necessarily imply a sequence or order unlessclearly indicated by the context.

Moreover, it will be understood that various directions such as “upper”,“lower”, “bottom”, “top”, “left”, “right”, “first”, “second” and soforth are made only with respect to explanation in conjunction with thedrawings, and that components may be oriented differently, for instance,during transportation and manufacturing as well as operation. Becausemany varying and different embodiments may be made within the scope ofthe concept(s) herein taught, and because many modifications may be madein the embodiments described herein, it is to be understood that thedetails herein are to be interpreted as illustrative and nonlimiting.

Referring to FIGS. 1A and 1B, in various embodiments, the presentdisclosure provides a light weight off-road vehicle 10 that generallyincludes a chassis or frame 14, a pair of rear wheels 18 and a pair offront wheels 22 operationally connected to the chassis 14, and apassenger compartment 26. The vehicle 10 can be any four-wheel drive ortwo-wheel drive lightweight vehicle that is not designated for use onroadways. For example, the vehicle 10 can be an all-terrain side-by-sidevehicle, a utility vehicle, a maintenance vehicle, a cargo vehicle, ashuttle vehicle, a golf car, a utility terrain vehicle, a utility taskvehicle, a recreational off highway vehicle, a worksite vehicle, abuggy, or any other lightweight vehicle. Additionally, it is envisionedthat in various embodiments, the vehicle 10 can be a lightweighttactical vehicle suitable for military, urban tactical patrol andsecurity/border patrol applications. In such embodiments the chassis 14and other components of the vehicle 10 can be constructed of highstrength materials, additional protective panels, plates and structuralreinforcements can be added to the vehicle body, and other strength,durability and protective features can be added to make the vehicle 10suitable for military use. Further, such lightweight tactical vehiclesmay have characteristics, such as lighter weight and reduced footprintthat may make it more desirable for use in certain applications thantraditional larger, heavier weight military, urban tactical patrol, andsecurity/border patrol vehicles, such as Humvees, full scale personneltransport vehicles, tanks, armored assault vehicles, etc.

As used herein, the word “wheel(s)” will be understood to mean thestructure consisting of the respective tire mounted on the respectivewheel, also known as the rim, particularly, the compilation of the tireand wheel/rim.

The passenger compartment 26 generally includes a dash console 30, afloorboard 34, and a passenger seating structure 38. The dash console 30can include one or more instrument displays, gauges, vehicle controldevices and/or storage compartments, e.g., an On/Off key switch, aforward/neutral/reverse selector, one or more small accessory storagepockets, one or more telemetry gauges/readouts (e.g., a speedometer,tachometer, temperature gauge, etc.) an electronic display (e.g., an LCDdisplay that can have touch capabilities), a radio, and/or various othervehicle controls. The floorboard 34 is structured and operable toenclose a bottom of, and provide a floor for, the passenger compartment26. The seating structure 38 is structured and operable to provideseating for one or more vehicle occupants, e.g., a driver and one ormore passengers. The seating structure 38 can include one or more seats40, for example, in various embodiments the seating structure 38 can bea side-by-side seating structure comprising a single row of two or morelaterally spaced (with regard to a longitudinal axis of the vehicle 10)separate and independent seats 40. Alternatively, the seating structure38 can comprise a single row bench seat 40 capable of seating two ormore passengers side-by-side, two rows of bench seats 40, or two rows ofside-by-side seats 40 comprising four or more separate and independentseats 40, etc. The passenger compartment 26 additionally includes asteering wheel 36 for use by the vehicle operator to control thedirectional movement of the vehicle 10, a brake pedal 32 for use by thevehicle operator to control slowing and stopping of the vehicle 10(shown in FIG. 7), and an accelerator pedal 33 for use by the vehicleoperator to control the torque delivered by the prime mover(s) 42(described below) to one or more of the rear and/or front wheels 18and/or 22.

The vehicle 14 additionally includes a prime mover 42, e.g., an internalcombustion engine (ICE), operatively connected to a drivetrain 46 thatis operatively connected to at least one of the rear and/or front wheels18 and/or 22. The prime mover 42 is structured and operable to generatetorque (e.g., motive force, e.g., power) utilized to provide motiveforce for the vehicle 10 via the drivetrain, as described herein.Although the prime mover 42 is primarily described herein as an ICE, itshould be understood that the prime mover 42 can be an electric motor, ahybrid combination of an ICE and an electric motor, or any othersuitable motor or engine and remain within the scope of the presentdisclosure. In embodiments in which the prime mover 42 is embodied as orcomprises an ICE (e.g., in a hybrid combination), the ICE can beconfigured to utilize any suitable combustible fuel, such as gasoline,diesel, natural gas, biofuel, some combination thereof, etc.

Importantly, the prime mover 42 is mounted to the chassis 14 forward ofthe seating structure 38. In this regard, the entire prime mover 42 canbe mounted forward of a forward edge of the seating structure 38 suchthat a rearward most point of the prime mover 42 is forward of theforward most edge of the seating structure 38. As used herein, the word“forward” and the phase “forward of” are used to describe the directionfrom a named component or structure toward the front of the vehicle 10.For example, the statement that the prime mover 42 is mounted to thechassis 14 “forward of” the seating structure 38 means the prime mover42 is mounted to the chassis 14 within an area that extends from theportion of the chassis 14 adjacent a front edge of the seating structure38 (e.g., adjacent the front edge of a bottom portion of the seat(s) 40)to the front of the chassis 14 at the front of the vehicle 10 adjacentthe front wheels 22. Similarly, as used herein, the word “rearward” andthe phase “rearward of” are used to describe the direction from a namedcomponent or structure toward the rear of the vehicle 10. For example,the statement that a cargo bed is mounted to the chassis 14 “rearwardof” the seating structure 38 means the cargo bed is mounted to thechassis 14 within an area that extends from the portion of the chassis14 adjacent a rear edge of the seating structure 38 (e.g., adjacent therear edge of the bottom portion of the seat(s) 40) to the rear of thechassis 14 at the rear of the vehicle 10 adjacent the rear wheels 18.

By having the prime mover 42 mounted to the chassis 14 forward of theseating structure 38, the center of gravity (CG) of the vehicle 10 islocated further forward in the vehicle 10 than known light weightoff-road vehicles, thereby improving the stability of the vehicle 10.Moreover, by having the prime mover 42 mounted to the chassis 14 forwardof the seating structure 38 the mass moment of inertia of the vehiclefor both pitch and yaw is increased. This results in improved pitch andyaw stability, improved suspension isolation (e.g., ability of thevehicle suspension to isolate the passenger(s) from rough terrain), anddecreased driver workload while traversing rough terrain. Still further,as described further below, by mounting the prime mover 42 mounted tothe chassis 14 forward of the seating structure 38 there is more spacein the rear area of the vehicle 10 than known light weight off-roadvehicles, thereby allowing for improved seating space for passengers,and increased storage volume and payload, e.g., as described below, acargo bed 78 can be structured to be deeper and have a larger volumethan known light weight off-road vehicle cargo beds.

Furthermore, in various embodiments, the prime mover 42 is mountedforward of the seating structure 38 having a longitudinal orientationwith regard to a longitudinal axis A of the vehicle 10. That is, asillustrated by way of example in FIGS. 2 through 6, in variousembodiments, the prime mover 42 is mounted to the chassis 14 such that alongitudinal axis M of the prime mover 42 is substantially parallel withthe longitudinal axis A of the vehicle 14. However, it is alsoenvisioned that in various embodiments the prime mover 14 can be mountedto have a transverse or lateral orientation, with regard the vehicleaxis A.

The drivetrain 46 generally includes at least one drive shaft 50 and atleast one torque transfer device 54. The drivetrain 46 additionallyincludes at least one rear axle 58 (shown in FIGS. 2 through 6) and/orat least one front axle 62 (shown in FIGS. 2 through 6). The rear and/orfront axle(s) 58 and/or 62 can be either a split axle for an independentsuspension system, or a one-piece axle. In various embodiments, thedrivetrain 46 can further include a rear differential (shown in FIGS. 3,4, 5 and 6) and/or a front differential (shown in FIGS. 2, 3, 4 and 5).The torque transfer device(s) 54 can be any device(s) structured andoperable to transfer and distribute torque generated by the prime mover42 to at least one of a rear differential (described below), a frontdifferential (described below), the rear axle(s) 58 and/or the frontaxle(s) 62. For example, in various embodiments, the torque transferdevice(s) 54 can comprise one or more transmission (e.g., one or moregeared or continuously variable transmission) and/or one or moretransaxle. The at least one drive shaft 50 is structured and operable toconvey torque from a first component (e.g., from the prime mover 42 orthe torque transfer device 54) operably connected at a first end of therespective drive shaft 50 to a second component (e.g., to the torquetransfer device 54, a rear differential, or a front differential)operably connected to an opposing second end of the respective driveshaft 50.

In various embodiments, the vehicle 10 further includes a roll overprotection structure (ROPS) 74 that is disposed above and around atleast a portion of the passenger compartment 26 and is structured andoperable to protect passengers within the passenger compartment 26 in asituation where the vehicle 10 may be caused to overturn, flip or rollover. The ROPS 74 comprises a plurality of tubes, bars or beams that areconnected to the chassis 14 and extend above, over and around at least aportion of the passenger compartment 26. The ROPS 74 can be constructedor fabricated of any material having sufficient strength and rigidity toprovide protection to the passengers of the vehicle 10 should thevehicle 10 be upset and turned on its side, flipped or rolled over,e.g., high strength steel, aluminum, titanium, carbon fiber, etc.

In various embodiments, the vehicle 10 further includes a cargo bed 78.The cargo bed 78 is structured and operable for hauling various payloadssuch as coolers, personal gear, tools, gravel, rock, soil, debris,garbage, wood, etc., and/or large tools and equipment such as shovels,rakes, wheelbarrows, lawn mowers, chain saws, other motorized equipment,etc. In various implementations, the cargo bed 78 can be a fixed orstationary bed, wherein the cargo bed 78 is fixedly connected to achassis 14 and/or other frame structure of the vehicle 10, while inother implementations the cargo bed 78 can be a lift or dump bed,wherein the vehicle 10 can include a lift mechanism (not shown) that isoperable to lift a front portion of the cargo bed 78 (i.e., the portionof the cargo bed 78 nearest the passenger compartment 26) in order todump or easily extract items or materials from the cargo bed 78.

Referring now to FIGS. 2 through 6, as described above, by mounting theprime mover 42 to the chassis 14 forward of the seating structure 38additional space is provided in the rear area of the vehicle 10.Particularly, the additional space allows for more flexibility in theconfiguration and layout of the drivetrain 46 of the vehicle 10 than inknown light weight off-road vehicles.

For example, as illustrated in FIG. 2, in various embodiments, thetorque transfer device 54 of the drivetrain 46 can comprise a transaxle(identified by the reference numeral 54A) and the one or more driveshafts 50 comprise a rear driveshaft (identified by the referencenumeral 50A) and, in various implementations, a front driveshaft(identified by the reference numeral 50B). The transaxle 54A is disposed(e.g., mounted at least partially to the chassis 14) rearward of theseating structure 38, between the rear wheels 18, and is operablyconnected to at least one rear wheel 18 via at least one rear axle 58.The rear drive shaft 50A is operably connected to the prime mover 42 atfirst end 50A′, extends rearward from the prime mover 42, and isoperably connected to the transaxle 54A at an opposing second end 50A″.Accordingly, torque (e.g., motive force, e.g., power) generated by theprime mover 42 is transferred to the transaxle 54A via the rear driveshaft 50A, and the torque received and output by the transaxle 54A istransferred to at least one rear wheel 18 via a respective rear axle 58.

In implementations including the front drive shaft 50A (e.g., four-wheeldrive implementations), the transaxle 54A can include a power take off(PTO) unit (not shown), whereby the front drive shaft 50B is operablyconnected at a first end 50B′ to the transaxle 54A. The front driveshaft 50B extends forward from the transaxle 54A and is operablyconnected at an opposing second end 50B″ to a front differential 70 thatis operably connected to at least one front wheel 22 via at least onefront axle 62. Accordingly, torque received by the transaxle 54A, asdescribed above, is transferred to the front differential 70 via thefront drive shaft 50B, whereby the torque output by the frontdifferential 70 is transferred to at least one front wheel 22 via arespective front axle 62.

In various implementations, the transaxle 54A can be a low-profiletransaxle implemented to provide additional space at the rear area ofthe vehicle 10, thereby further allowing for increased storage volumeand payload, e.g., as described below, the cargo bed 78 can bestructured to be deeper and have a larger volume than known light weightoff-road vehicle cargo beds.

It should be noted that in such embodiments, the drivetrain 46 canfurther include one or more clutches (not shown) (e.g., fluid couplingsand/or passive clutches and/or active clutches) that is/are structuredand operable to controllably engage and disengage the prime mover 42and/or the transaxle 54A and/or the front differential 70 from therespective rear and/or front drive shaft(s) 50A and/or 50B such thattorque can be controllably delivered to the transaxle 54A and/or thefront differential 70.

Furthermore, in various embodiments, the transaxle 54A is mountedrearward of the seating structure 38 having a longitudinal orientationwith regard to a longitudinal axis A of the vehicle 10. That is, asillustrated by way of example in FIG. 2, in various embodiments, thetransaxle 54A is mounted such that a longitudinal axis R of thetransaxle 54A is substantially parallel with the longitudinal axis A ofthe vehicle 14. However, it is also envisioned that in variousembodiments the transaxle 54A can be mounted to have a transverse orlateral orientation, with regard the vehicle axis A.

It is envisioned that in all instances described herein the transaxle54A can be an ‘automatic’ transaxle structured and operable toautomatically switch between gears, a ‘manual’ transaxle wherein thevehicle operator manually shifts between gears via a manual gearshifting device (not shown) (e.g., a gear shift lever, a plurality ofgear shift buttons, etc.), or any combination thereof (e.g., asemi-automatic/manunmatic transaxle).

In various implementations, the transaxle 54A can be a multi-speedtransaxle that includes an extremely low first gear, sometimes referredto as a ‘granny gear’. As used herein a granny gear should be understoodto mean an extremely low first gear that provides a very low gearreduction that can be used when extra torque is needed from the primemover 42 and transaxle 54A to propel the vehicle 10. For example, thegranny gear can be utilized when the vehicle 10 is used to pull or tow aheavy object at a low speed pulling, or when the vehicle 10 istraversing a steep incline, or when it is desired that the vehicle 10move only a very slow speed (sometimes referred to as crawling). In suchinstances, the transaxle 54A can be a fully automatic transaxlestructured and operable to automatically switch between all gears(including the granny gear). Alternatively, in various other instancesthe transaxle 54A can be a combination automatic and manual transaxle,wherein during normal driving operation (e.g., when use of the grannygear is not needed), the transaxle 54A is structured and operable toautomatically switch gears, and when use of the granny gear is neededengagement of the granny gear can be accomplished by manual manipulationof a granny gear selection device (not shown) by the vehicle operator(e.g., manual manipulation of a button, switch, lever, input to a modeselection on a touch screen display, etc.). Yet, in various otherinstances, the transaxle 54A can be a ‘manual’ transaxle, wherein thevehicle operator manually shifts between all gears (including the grannygear) via a manual gear shifting device (not shown) (e.g., a gear shiftlever, a plurality of gear shift buttons, etc.).

As another example, as illustrated in FIG. 3, in various otherembodiments, the torque transfer device 54 of the drivetrain 46 cancomprise a transmission (identified by the reference numeral 54B) andthe one or more drive shafts 50 comprise a primary rear driveshaft(identified by the reference numeral 150A). In various implementations,the drive shaft(s) 50 can additionally include a secondary rear driveshaft (identified by reference numeral 150B) and/or a front driveshaft(identified by the reference numeral 150C). In such embodiments, thedrivetrain 46 can further include a rear differential 166 and/or a frontdifferential 170. The rear differential 166 is operably connected to atleast one rear wheel 18 via at least one rear axle 58. Similarly, thefront differential 170 is operably connected to at least one front wheel22 via at least one front axle 62. The transmission 54B is disposed(e.g., mounted at least partially to the chassis 14) rearward of theseating structure 38. The primary rear drive shaft 150A is operablyconnected to the prime mover 42 at first end 150A′, extends rearwardfrom the prime mover 42, and is operably connected to the transmission54B at an opposing second end 150A″. Accordingly, torque (e.g., motiveforce, e.g., power) generated by the prime mover 42 is transferred tothe transmission 54B via the primary rear drive shaft 150A.

In implementations including the secondary rear drive shaft 150B (e.g.,rear-wheel drive and four-wheel drive implementations), the secondaryrear drive shaft 150B is operably connected to the transmission 54B at afirst end 150B′ and operably connected at an opposing second end 150B″to the rear differential 166 that is operably connected to at least onerear wheel 18 via at least one rear axle 58. Accordingly, torquereceived from the prime mover 42 and output by the transmission 54B istransferred to the rear differential 166 via the secondary rear driveshaft 150B, whereby the torque output by the rear differential 166 istransferred to at least one rear wheel 18 via at least one rear axle 58.

In implementations including the front drive shaft 150C (e.g.,front-wheel drive and four-wheel drive implementations), thetransmission 54B can include a power take off (PTO) (not shown), wherebythe front drive shaft 150C is operably connected at a first end 150C′ tothe transmission 54B. The front drive shaft 150C extends forward fromthe transmission 54B and is operably connected at an opposing second end150C″ to a front differential 170 that is operably connected to at leastone front wheel 22 via at least one front axle 62. Accordingly, torquereceived from the prime mover 42 and output by the transmission 54B istransferred to the front differential 170 via the front drive shaft150C, whereby the torque output by the front differential 170 istransferred to at least one front wheel 22 via a respective front axle62.

It should be noted that in such embodiments, the drivetrain 46 canfurther include one or more clutches (not shown) (e.g., fluid couplingsand/or passive clutches and/or active clutches) that is/are structuredand operable to controllably engage and disengage the prime mover 42and/or the transmission 54B and/or the rear differential 166 and/or thefront differential 170 from the respective primary rear drive shaft 150Aand/or the secondary rear drive shaft 150B and/or the front drive shaft150C such that torque can be controllably delivered to the transmission54B and/or the rear differential 166 and/or the front differential 170.

Furthermore, in various embodiments, the transmission 54B is mountedrearward of the seating structure 38 having a longitudinal orientationwith regard to a longitudinal axis A of the vehicle 10. That is, asillustrated by way of example in FIG. 3, in various embodiments, thetransmission 54B is mounted such that a longitudinal axis P of thetransmission 54B is substantially parallel with the longitudinal axis Aof the vehicle 14. However, it is also envisioned that in variousembodiments the transmission 54B can be mounted to have a transverse orlateral orientation, with regard the vehicle axis A.

It is envisioned that in all instances described herein the transmission54B can be an ‘automatic’ transmission wherein during driving operationthe transmission 54B is structured and operable to automatically switchbetween all gears, a ‘manual’ transmission wherein the vehicle operatormanually shifts between gears via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.), or any combination thereof (e.g., a semi-automatic/manunmatictransmission).

In various implementations, the transmission 54B can be a multi-speedtransmission that includes an extremely low first gear, sometimesreferred to as a ‘granny gear’. As used herein a granny gear should beunderstood to mean an extremely low first gear that provides a very lowgear reduction that can be used when extra torque is needed from theprime mover 42 and transmission 54B to propel the vehicle 10. Forexample, the granny gear can be utilized when the vehicle 10 is used topull or tow a heavy object at a low speed pulling, or when the vehicle10 is traversing a steep incline, or when it is desired that the vehicle10 move only a very slow speed (sometimes referred to as crawling). Insuch instances, the transmission 54B can be a fully automatictransmission structured and operable to automatically switch between allgears (including the granny gear). Alternatively, in various otherinstances the transmission 54B can be a combination automatic and manualtransmission, wherein during normal driving operation (e.g., when use ofthe granny gear is not needed), the transmission 54B is structured andoperable to automatically switch gears, and when use of the granny gearis needed engagement of the granny gear can be accomplished by manualmanipulation of a granny gear selection device (not shown) by thevehicle operator (e.g., manual manipulation of a button, switch, lever,input to a mode selection on a touch screen display, etc.). Yet, invarious other instances, the transmission 54B can be a ‘manual’transmission, wherein the vehicle operator manually shifts between allgears (including the granny gear) via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.).

As yet another example, as illustrated in FIG. 4, in yet various otherembodiments, the torque transfer device 54 of the drivetrain 46 cancomprise a transmission (identified by the reference numeral 54C) andthe one or more drive shafts 50 comprise a primary rear driveshaft(identified by the reference numeral 250A). In various implementations,the drive shaft(s) 50 can additionally include a secondary rear driveshaft (identified by reference numeral 250B) and/or a front driveshaft(identified by the reference numeral 250C). In such embodiments, thedrivetrain 46 can further include a rear differential 266 and/or a frontdifferential 270. The rear differential 266 is operably connected to atleast one rear wheel 18 via at least one rear axle 58. Similarly, thefront differential 270 is operably connected to at least one front wheel22 via at least one front axle 62. The transmission 54C is mid-mounted(e.g., mounted at least partially to the chassis 14) such that thetransmission 54C is disposed at least partially beneath the seatingstructure 38. The primary rear drive shaft 250A is operably connected tothe prime mover 42 at first end 250A′, extends rearward from the primemover 42, and is operably connected to the transmission 54B at anopposing second end 250A″. Accordingly, torque (e.g., motive force,e.g., power) generated by the prime mover 42 is transferred to thetransmission 54C via the primary rear drive shaft 250A.

In implementations including the secondary rear drive shaft 250B (e.g.,rear-wheel drive and four-wheel drive implementations), the secondaryrear drive shaft 250B is operably connected to the transmission 54B at afirst end 250B′ and operably connected at an opposing second end 250B″to the rear differential 266 that is operably connected to at least onerear wheel 18 via at least one rear axle 58. Accordingly, torquereceived from the prime mover 42 and output by the transmission 54C istransferred to the rear differential 266 via the secondary rear driveshaft 250B, whereby the torque output by the rear differential 266 istransferred to at least one rear wheel 18 via at least one rear axle 58.

In implementations including the front drive shaft 250C (e.g.,front-wheel drive and four-wheel drive implementations), thetransmission 54C can include a power take off (PTO) (not shown), wherebythe front drive shaft 250C is operably connected at a first end 250C′ tothe transmission 54B. The front drive shaft 250C extends forward fromthe transmission 54C and is operably connected at an opposing second end250C″ to a front differential 270 that is operably connected to at leastone front wheel 22 via at least one front axle 62. Accordingly, torquereceived from the prime mover 42 and output by the transmission 54C istransferred to the front differential 270 via the front drive shaft250C, whereby the torque output by the front differential 270 istransferred to at least one front wheel 22 via a respective front axle62.

It should be noted that in such embodiments, the drivetrain 46 canfurther include one or more clutches (not shown) (e.g., fluid couplingsand/or passive clutches and/or active clutches) that is/are structuredand operable to controllably engage and disengage the prime mover 42and/or the transmission 54C and/or the rear differential 266 and/or thefront differential 270 from the respective primary rear drive shaft 250Aand/or the secondary rear drive shaft 250B and/or the front drive shaft250C such that torque can be controllably delivered to the transmission54C and/or the rear differential 266 and/or the front differential 270.

Furthermore, in various embodiments, the transmission 54C is mid-mountedhaving a longitudinal orientation with regard to a longitudinal axis Aof the vehicle 10. That is, as illustrated by way of example in FIG. 4,in various embodiments, the transmission 54C is mounted such that alongitudinal axis F of the transmission 54C is substantially parallelwith the longitudinal axis A of the vehicle 14. However, it is alsoenvisioned that in various embodiments the transmission 54C can bemounted to have a transverse or lateral orientation, with regard thevehicle axis A.

It is envisioned that in all instances described herein the transmission54C can be an ‘automatic’ transmission wherein during driving operationthe transmission 54C is structured and operable to automatically switchbetween all gears, a ‘manual’ transmission wherein the vehicle operatormanually shifts between gears via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.), or any combination thereof (e.g., a semi-automatic/manunmatictransmission).

In various implementations, the transmission 54C can be a multi-speedtransmission that includes an extremely low first gear, sometimesreferred to as a ‘granny gear’. As used herein a granny gear should beunderstood to mean an extremely low first gear that provides a very lowgear reduction that can be used when extra torque is needed from theprime mover 42 and transmission 54C to propel the vehicle 10. Forexample, the granny gear can be utilized when the vehicle 10 is used topull or tow a heavy object at a low speed pulling, or when the vehicle10 is traversing a steep incline, or when it is desired that the vehicle10 move only a very slow speed (sometimes referred to as crawling). Insuch instances, the transmission 54C can be a fully automatictransmission structured and operable to automatically switch between allgears (including the granny gear). Alternatively, in various otherinstances the transmission 54C can be a combination automatic and manualtransmission, wherein during normal driving operation (e.g., when use ofthe granny gear is not needed), the transmission 54C is structured andoperable to automatically switch gears, and when use of the granny gearis needed engagement of the granny gear can be accomplished by manualmanipulation of a granny gear selection device (not shown) by thevehicle operator (e.g., manual manipulation of a button, switch, lever,input to a mode selection on a touch screen display, etc.). Yet, invarious other instances, the transmission 54C can be a ‘manual’transmission, wherein the vehicle operator manually shifts between allgears (including the granny gear) via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.).

As still yet another example, as illustrated in FIG. 5, in still yetvarious other embodiments, the torque transfer device 54 of thedrivetrain 46 can comprise a transmission (identified by the referencenumeral 54D) that is coupled directly to the rear of the prime mover 42.The one or more drive shafts 50 comprise a rear driveshaft (identifiedby the reference numeral 350A). In various implementations, the driveshaft(s) 50 can additionally include a front driveshaft (identified bythe reference numeral 350B). In such embodiments, the drivetrain 46 canfurther include a rear differential 366 and/or a front differential 230.The rear differential 366 is operably connected to at least one rearwheel 18 via at least one rear axle 58. Similarly, the frontdifferential 370 is operably connected to at least one front wheel 22via at least one front axle 62. The transmission 54D is mounted directlyto the rear (e.g., the rearward end) of the prime mover 42 such that thetransmission 54D is disposed at least partially forward of the seatingstructure 38. The rear drive shaft 350A is operably connected to thetransmission 54D at first end 350A′, extends rearward from thetransmission 54D, and is operably connected to the rear differential 366at an opposing second end 350A″. Accordingly, torque (e.g., motiveforce, e.g., power) generated by the prime mover 42 is transferreddirectly to the transmission 54D, and then from the transmission 54D tothe rear differential 366 via the rear drive shaft 350A.

In implementations including the front drive shaft 350B (e.g.,front-wheel drive and four-wheel drive implementations), thetransmission 54D can include a power take off (PTO) (not shown), wherebythe front drive shaft 350B is operably connected at a first end 350B′ tothe transmission 54D. The front drive shaft 350B extends forward fromthe transmission 54D and is operably connected at an opposing second end350B″ to a front differential 370 that is operably connected to at leastone front wheel 22 via at least one front axle 62. Accordingly, torquereceived from the prime mover 42 and output by the transmission 54D istransferred to the front differential 370 via the front drive shaft350B, whereby the torque output by the front differential 370 istransferred to at least one front wheel 22 via a respective front axle62.

It should be noted that in such embodiments, the drivetrain 46 canfurther include one or more clutches (not shown) (e.g., fluid couplingsand/or passive clutches and/or active clutches) that is/are structuredand operable to controllably engage and disengage the prime mover 42and/or the transmission 54D and/or the rear differential 366 and/or thefront differential 370 from the respective rear drive shaft 350A and/orthe front drive shaft 250B such that torque can be controllablydelivered to the transmission 54D and/or the rear differential 366and/or the front differential 370.

Furthermore, in various embodiments, the transmission 54D is mounted atleast partially forward of the seating structure 38 having alongitudinal orientation with regard to a longitudinal axis A of thevehicle 10. That is, as illustrated by way of example in FIG. 5, invarious embodiments, the transmission 54D is mounted such that alongitudinal axis X of the transmission 54D is substantially parallelwith the longitudinal axis A of the vehicle 14. However, it is alsoenvisioned that in various embodiments the transmission 54D can bemounted to have a transverse or lateral orientation, with regard thevehicle axis A.

It is envisioned that in all instances described herein the transmission54D can be an ‘automatic’ transmission wherein during driving operationthe transmission 54D is structured and operable to automatically switchbetween all gears, a ‘manual’ transmission wherein the vehicle operatormanually shifts between gears via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.), or any combination thereof (e.g., a semi-automatic/manunmatictransmission).

In various implementations, the transmission 54D can be a multi-speedtransmission that includes an extremely low first gear, sometimesreferred to as a ‘granny gear’. As used herein a granny gear should beunderstood to mean an extremely low first gear that provides a very lowgear reduction that can be used when extra torque is needed from theprime mover 42 and transmission 54D to propel the vehicle 10. Forexample, the granny gear can be utilized when the vehicle 10 is used topull or tow a heavy object at a low speed pulling, or when the vehicle10 is traversing a steep incline, or when it is desired that the vehicle10 move only a very slow speed (sometimes referred to as crawling). Insuch instances, the transmission 54D can be a fully automatictransmission structured and operable to automatically switch between allgears (including the granny gear). Alternatively, in various otherinstances the transmission 54D can be a combination automatic and manualtransmission, wherein during normal driving operation (e.g., when use ofthe granny gear is not needed), the transmission 54D is structured andoperable to automatically switch gears, and when use of the granny gearis needed engagement of the granny gear can be accomplished by manualmanipulation of a granny gear selection device (not shown) by thevehicle operator (e.g., manual manipulation of a button, switch, lever,input to a mode selection on a touch screen display, etc.). Yet, invarious other instances, the transmission 54D can be a ‘manual’transmission, wherein the vehicle operator manually shifts between allgears (including the granny gear) via a manual gear shifting device (notshown) (e.g., a gear shift lever, a plurality of gear shift buttons,etc.).

As yet another example, as illustrated in FIG. 6, in yet further variousother embodiments, the torque transfer device 54 of the drivetrain 46can comprise a transaxle (identified by the reference numeral 54E) thatis coupled directly to the front of the prime mover 42. The transaxle54E is mounted directly to the front (e.g., the forward end) of theprime mover 42 such that the transaxle 54D is disposed forward of theseating structure 38, between the front wheels 22, and is operablyconnected to at least one front wheel 22 via at least one front axle 62.Accordingly, torque (e.g., motive force, e.g., power) generated by theprime mover 42 is transferred to the transaxle 54E via the directconnection thereto, and the torque received and output by the transaxle54E is transferred to at least one front wheel 22 via a respective frontaxle 62.

In various implementation of such embodiments (e.g., four-wheel driveimplementations), the drivetrain 46 can include a rear driveshaft(identified by the reference numeral 450) and a rear differential 466,and the transaxle 54E can include a power take off (PTO) (not shown),whereby the rear drive shaft 450 is operably connected at a first end450′ to the transaxle 54E. The rear differential 466 is operablyconnected to at least one rear wheel 18 via at least one rear axle 58.As described above, the rear drive shaft 450 is operably connected tothe transaxle 54E at the first end 450′. The rear drive shaft 450extends rearward from the transaxle 54E, and is operably connected tothe rear differential 466 at an opposing second end 450″. Accordingly,torque (e.g., motive force, e.g., power) generated by the prime mover 42is transferred directly to the transaxle 54E, and then from thetransaxle 54E to the rear differential 466 via the rear drive shaft 450.

It should be noted that in such embodiments, the drivetrain 46 canfurther include one or more clutches (not shown) (e.g., fluid couplingsand/or passive clutches and/or active clutches) that is/are structuredand operable to controllably engage and disengage the transaxle 54Eand/or the rear differential 366 from the rear drive shaft 450 such thattorque can be controllably delivered to the rear differential 466.

Furthermore, in various embodiments, the transaxle 54E is mountedforward of the seating structure 38 having a longitudinal orientationwith regard to a longitudinal axis A of the vehicle 10. That is, asillustrated by way of example in FIG. 6, in various embodiments, thetransaxle 54E is mounted such that a longitudinal axis Q of thetransaxle 54E is substantially parallel with the longitudinal axis A ofthe vehicle 14. However, it is also envisioned that in variousembodiments the transaxle 54E can be mounted to have a transverse orlateral orientation, with regard the vehicle axis A.

It is envisioned that in all instances described herein the transaxle54E can be an ‘automatic’ transaxle structured and operable toautomatically switch between gears, a ‘manual’ transaxle wherein thevehicle operator manually shifts between gears via a manual gearshifting device (not shown) (e.g., a gear shift lever, a plurality ofgear shift buttons, etc.), or any combination thereof (e.g., asemi-automatic/manunmatic transaxle).

In various implementations, the transaxle 54E can be a multi-speedtransaxle that includes an extremely low first gear, sometimes referredto as a ‘granny gear’. As used herein a granny gear should be understoodto mean an extremely low first gear that provides a very low gearreduction that can be used when extra torque is needed from the primemover 42 and transaxle 54E to propel the vehicle 10. For example, thegranny gear can be utilized when the vehicle 10 is used to pull or tow aheavy object at a low speed pulling, or when the vehicle 10 istraversing a steep incline, or when it is desired that the vehicle 10move only a very slow speed (sometimes referred to as crawling). In suchinstances, the transaxle 54E can be a fully automatic transaxlestructured and operable to automatically switch between all gears(including the granny gear). Alternatively, in various other instancesthe transaxle 54E can be a combination automatic and manual transaxle,wherein during normal driving operation (e.g., when use of the grannygear is not needed), the transaxle 54E is structured and operable toautomatically switch gears, and when use of the granny gear is neededengagement of the granny gear can be accomplished by manual manipulationof a granny gear selection device (not shown) by the vehicle operator(e.g., manual manipulation of a button, switch, lever, input to a modeselection on a touch screen display, etc.). Yet, in various otherinstances, the transaxle 54E can be a ‘manual’ transaxle, wherein thevehicle operator manually shifts between all gears (including the grannygear) via a manual gear shifting device (not shown) (e.g., a gear shiftlever, a plurality of gear shift buttons, etc.).

In the various embodiments described above, wherein the drivetrain 46includes a front drive shaft, e.g., front drive shaft 50B, 150C, 250C,and 350B, and the respective torque transfer device, e.g., transaxle54A, transmission 54B, transmission 54C and transmission 54D includes aPTO to transfer torque to one or more rear and/or front differentials,it is envisioned that in various implementations the PTO can be replacedby an additional center differential, whereby the respective front driveshaft can be rotated at a different rotational speed (RPM) than therespective rear drive shaft.

Furthermore, it is envisioned that in various embodiments wherein theprime mover 42 is an ICE, the ICE can be ‘dry sump’ engine to make aprofile of the ICE smaller (e.g., make the height of the engineshorter), which allows for greater flexibility in the placement of theprime mover 42 within the vehicle 10, greater flexibility in thearrangement and configuration of the drivetrain 46. In this regard, forexample, additional drivetrain components can be packaged in the frontof the vehicle 10, which can create more space in the rear area of thevehicle 10 than known light weight off-road vehicles. As used herein, a‘dry sump’ engine will be understood to be ICE not having a standard oilpan, oil pump and circulation system, but rather having only a notionaloil pan for collecting oil for a scavenge pump, wherein the oil ispumped to and from a separate oil tank/reservoir.

Referring now to FIGS. 1A, 1B and 7, the cargo bed 78 of the vehicle 10comprises a pair of opposing sidewalls 78A, a front wall 78B, a rearwall 78C and a deck 78D (e.g., a bottom or floor). In variousimplementations, the rear wall 78C can have an opening to allow accessto the interior space of the bed 78 (as shown in FIG. 7), or cancomprise one or more gates (or doors) that can be opened and closed toallow access to the interior space, or can comprise a solid panel suchthat the bed 78 can only be accessed by reaching over any of thesidewalls 78A, front wall 78B and rear wall 78C. As described above, theabsence of the prime mover 42 behind or rearward of the seatingstructure 38 in the vehicle 10, particularly, mounting the prime mover42 forward of the seating structure 38 in the vehicle 10, createsadditional space behind or rearward of the seating structure 38 of thevehicle 10 that is not available in known light weight off-road vehiclesthat have rear mounted engines/motors. Also as described above, in thevarious drivetrain embodiments having a transaxle located rearward ofthe seating structure 38 (e.g., transaxle 54A), the transaxle can be alow-profile transaxle, thereby providing additional space behind orrearward of the seating structure 38. Taking advantage of the additionalspace, the cargo bed 78 of the vehicle 10 can be sized and shaped tohave a larger dimensions and a greater volume than the cargo beds ofknown light weight off-road vehicles.

Particularly, in various embodiments, the cargo bed deck 78D can bedisposed such that it is located closer to the ground and in closerproximity to rear axle(s) 58 than known light weight off-road vehicles.Therefore, the vehicle 10 can have a lower center of gravity, and hencegreater stability and handling dynamics, than known light weightoff-road vehicles. For example, in various implementations, as shown inFIG. 1B, the cargo bed 78 can be mounted to the chassis 14 such thatdeck 78D (particularly a bottom or underside face of the deck 78D) isdisposed a distance K of approximately 8 to 14 inches, e.g.,approximately 10 to 12 inches, above the bottom of the chassis 14 whenthe vehicle 10 is static, at rest, and not moving. As another example,in various implementations, as shown in FIG. 7, the cargo bed 78 can bemounted to the chassis 14 such that deck 78D (particularly the bottom orunderside face of the deck 78D) is disposed to have ground clearance CLof approximately 18 to 30 inches, e.g., 21 to 27 inches, e.g., 23 to 25inches. As used herein, ground clearance should be understood to meanthe distance between a substantially flat surface S on which the vehicle10 is setting (e.g., a substantially flat ground surface) and thebottom/underside face of the cargo bed deck 78D when the vehicle 10 isstatic, at rest, and not moving. As yet another example, in variousimplementations, as shown in FIG. 1B, the cargo bed 78 can be mounted tothe chassis 14 such that deck 78D (particularly the bottom or undersideface of the deck 78D) is disposed a distance J of approximately 0 to 10inches, e.g., approximately 2 to 8 inches, e.g., approximately 4 to 6inches lower than a top of rear wheels 18 when the vehicle 10 is static,at rest, and not moving.

In addition to the advantages of having a lower center of gravity,greater stability, and greater handling dynamics that are provided byhaving the cargo bed deck 78D disposed as described above, the cargo bed78 can also have a depth D that is greater than the depth of known lightweight off-road vehicles cargo beds. In this regard, the cargo bed 78can have a depth D that is greater than the shallower depth of cargobeds in known light weight off-road vehicles, which are generally depthlimited by a top of the rear mounted engine that is generally at leastpartially disposed underneath the bed in such known light weightoff-road vehicles Therefore, the cargo bed 78 can have a greater volume,and hence a greater payload, than that of known light weight off-roadvehicles.

Referring now to FIGS. 8 and 9, in the various embodiments wherein theprime mover 42 is an ICE, the vehicle 10 further includes an exhaustline 82 that is structured and operable to convey and direct exhaustgases produced by the ICE away from passenger compartment 26. Theexhaust line 82 generally includes one or more exhaust pipes 82A thatare connected to form an exhaust gas conduit, wherein the conduit has anexhaust inlet end 82A′ that is connected to the prime mover 42 (e.g.,ICE) and an opposing exhaust outlet end 82A″ that is disposed away fromthe passenger cabin 26. Accordingly, exhaust gases generated by theprime mover 42 are ported, or travel, through the conduit (e.g., throughthe pipe(s) 82A) and are exhausted (e.g., emitted, output or vented)away from the passenger cabin 26. In various implementations, theexhaust line 82 can additionally include a muffler 82B disposedapproximate to, or integrated with, the exhaust outlet end 82A″. Themuffler 82B is structured and operable to muffle, e.g., reduce exhaustnoise emitted by the prime mover 42. The exhaust line 82 can be laid outto have any desired path within the confines of the vehicle 10 from theprime mover 42 to the exhaust outlet end 82A″.

For example, in various embodiments, the exhaust line 82 can extendrearward from the prime mover 42 under the passenger compartment 26, andat least a portion of the cargo bed 78, and terminate adjacent any oneof the sidewalls 78A, front wall 78B, or rear wall 78D. For example, invarious implementations, as illustrated in FIG. 8, at least a forwardportion of the exhaust line 82 can extend rearward along a center lineof the vehicle 10 (the center line being parallel with the longitudinalaxis A) and under the passenger compartment 26 and seating structure 38.In such implementations, a rearward portion of the exhaust line can bedisposed beneath the cargo bed 78 and terminate adjacent any one of thesidewalls 78A, front wall 78B, or rear wall 78D, e.g., adjacent the rearwalls 78D.

As another example, in various embodiments, the exhaust line 82 canextend laterally from the prime mover 42, then run along an exterioredge of the vehicle 10 and terminate rearward of the passengercompartment 26, e.g., adjacent a rear boundary or wall of the passengercompartment 26 and/or adjacent any one of the sidewalls 78A, front wall78B, or rear wall 78D. For example, in various implementations, asillustrated in FIG. 9, a forward portion of the exhaust line 82 canextend laterally from the prime mover 42 forward of the passengercompartment 26, then extend along or under a side or longitudinalboundary of the passenger compartment 26, and terminate behind thepassenger compartment 26 adjacent the rear boundary or wall of thepassenger compartment 26.

As described above, in the various embodiments wherein the torquetransfer device comprises a transmission, e.g., transmission 54B, 54Cand 54D, in various implementations of such embodiments, the respectivetransmission 54B, 54C and/or 54D can be disposed to have a longitudinalorientation. The longitudinal orientation of transmission(s) 54B, 54Cand/or 54D allows for greater flexibility in the arrangement andconfiguration of the drivetrain 46, and can create more space in therear area of the vehicle 10 than known light weight off-road vehicles.As described herein, the additional space created by the placement andorientation of the transmission(s) 54B, 54C and/or 54D, and/or the primemover 42 allows for improved seating space for passengers, and increasedstorage volume and payload, e.g., the cargo bed 78 can be structured tobe deeper and have a larger volume than known light weight off-roadvehicle cargo beds (as described below).

Moreover, the longitudinal orientation of transmission(s) 54B, 54Cand/or 54D allows for greater flexibility in the placement of the primemover 42 within the vehicle 10. Particularly, although the embodimentsset forth above describe the prime mover 42 as being located within thevehicle 10 forward of the seating structure 38, it is envisioned that,as a result of the longitudinal orientation of the transmission(s) 54B,54C and/or 54D, the prime mover 42 can located anywhere within therespective drivetrain 46. For example, it is envisioned that in variousimplementations of such longitudinal oriented transmission embodiments,the prime mover 42 can be located rearward of the seating structure 38,or at least partially beneath the seating structure 35, and remainwithin the scope of the present disclosure. In such implementations, therespective transmission(s) 54B, 54C and/or 54D can be operably coupledto the respective prime mover 42 via one or more drive shafts, or directcoupled to thereto.

It should be understood that each driveshaft described herein (e.g.,driveshaft 50, 50A, 50B, 150A, 150B, 150C, 250A, 250B, 250C, 350A, 350Band 450) can be a single piece driveshaft or a multi-segment driveshaftand remain within the scope of the present disclosure.

Referring now to FIGS. 7, 10 and 11, as described above, in theembodiments the prime mover 42 can be an ICE (e.g., an ICE configured toutilize any suitable combustible fuel, such as gasoline, diesel, naturalgas, biofuel, some combination thereof, etc.). In variousimplementations of such ICE embodiments, the vehicle 10 can include anair intake and filter 86 that is fluidly connected to the prime mover 42(e.g., the ICE) via an air intake manifold 88. The engine air intake andfilter 86 and intake manifold 88 are structured and operable to receiveair though the engine air intake and filter 86 and provide the air tothe ICE via the intake manifold 88, whereafter the air is used duringthe combustion process of the ICE. The air intake and filter 86 can belocated at any suitable location within the vehicle 10. For example, invarious implementations, the air intake and filter 86 can be disposedwithin the dash console 30 such that air is drawn in through thepassenger compartment 26, as illustrated by way of example in FIG. 7.Alternatively, in various other implementations, the air intake andfilter 86 can be dispose rearward of the seating structure 38, e.g.,disposed adjacent one of the sidewalls 78A of the cargo bed 78, orforward of the passenger compartment 26, e.g., adjacent the ICE andunder a hood or cowl (not shown) of the vehicle 10. In some exampleembodiments, multiple air intake and filters 86 can be included anddisposed at various locations on the vehicle 10.

Additionally, in various implementations of such ICE embodiments, thevehicle 10 can further include an engine coolant system radiator 86disposed forward of the prime mover 42 (e.g., ICE). The radiator 90 isfluidly connected with the ICE via one or more radiator hose 92. Theradiator 90 and hose(s) 92 are structured and operable to cool andcirculate an engine coolant through the ICE to cool and maintain anoperating temperature of the ICE within a designated range.

Furthermore, in various ICE embodiments, the vehicle 10 can include anengine turbocharger 94 that is structured and operable to forcepressurized air into the ICE in order to increase horse power of theICE. In such implementations, the vehicle 10 can additionally include anintercooler 98 disposed forward of the ICE. The intercooler 98 isfluidly connected to the turbocharger 94 via one or more intercoolerhoses 102. The intercooler 98 and hose(s) 102 are structured andoperable to cool the turbocharged air (e.g., pressurized air) bytransferring heat to an intercooler coolant (e.g., air or liquidcoolant) in order to cool the pressurized air. As described above, theintercooler 98 is disposed forward of the ICE. Particularly, theintercooler can be disposed in any suitable location forward of the ICE.For example, in various implementations, the intercooler 98 can bestacked on top of the radiator 90. Alternatively, in various otherimplementations the intercooler 98 can be integrated with the radiator90.

Referring now to FIG. 7, in further implementations of such ICEembodiments, the vehicle 10 can include a fuel tank 106 for retainingfuel (e.g., gasoline or diesel fuel) consumed by the ICE, and one ormore battery 110 that provide electrical current for starting the ICEand for powering various instruments, systems and devices of the vehicle10. In order to allow the seating structure 38 to be closer to theground and to have lower center of gravity, in various implementations,the fuel tank 106 and battery(ies) 110 can be disposed rearward from theseating structure 38. For example, in various implementations, the fueltank 106 and/or the battery(ies) 110 can be mounted adjacent and/orbelow cargo bed 78.

The description herein is merely exemplary in nature and, thus,variations that do not depart from the gist of that which is describedare intended to be within the scope of the teachings. Moreover, althoughthe foregoing descriptions and the associated drawings describe exampleembodiments in the context of certain example combinations of elementsand/or functions, it should be appreciated that different combinationsof elements and/or functions can be provided by alternative embodimentswithout departing from the scope of the disclosure. Such variations andalternative combinations of elements and/or functions are not to beregarded as a departure from the spirit and scope of the teachings.

What is claimed is:
 1. An off-road utility vehicle comprising: achassis; a passenger compartment supported by the chassis, the passengercompartment comprising a passenger seating structure; a rolloverprotection structure connected to the chassis and disposed around atleast a portion of the passenger compartment; a driveline comprising: aprime mover mounted to the chassis forward of the passenger structure; atransmission mounted to the chassis rearward of the passenger structure;a rear differential; a front differential; and a plurality ofdrive-shafts, including a first drive shaft, a second drive shaft, and athird drive shaft; the first drive shaft extending between the primemover and the transmission, the second drive shaft extending between thetransmission and the rear differential, and the third drive shaftextending between the transmission and the front differential, whereinat least a portion of the third drive shaft extends under the passengercompartment.
 2. An off road utility vehicle, said vehicle comprising: apassenger compartment comprising a dash console; and a passenger seatingstructure; a pair of front wheels and a pair of rear wheels; adrivetrain operatively connected to at least one of the wheels, thedrivetrain comprising: a front differential operably connected to thefront wheels; and a torque transfer device disposed at least partiallyrearward of the passenger seating structure; and a prime mover disposedentirely forward of the entire dash console and operatively connected tothe drivetrain such that the front differential is disposed entirelyforward of the prime mover, the prime mover structured and operable toprovide motive force to the at least one of the wheels operativelyconnected to the drivetrain.
 3. The vehicle of claim 2, wherein theprime mover is disposed in a longitudinal orientation with regard to alongitudinal axis of the vehicle.
 4. The vehicle of claim 2, wherein thetorque transfer device comprises a transmission.
 5. The vehicle of claim4, wherein the transmission is disposed in a longitudinal orientationwith regard to a longitudinal axis of the vehicle.
 6. The vehicle ofclaim 2, wherein the torque transfer device comprises a transaxle. 7.The vehicle of claim 6, wherein the transaxle is disposed in alongitudinal orientation with regard to a longitudinal axis of thevehicle.
 8. The vehicle of claim 2 further comprising a cargo beddisposed rearward of the passenger seating structure.
 9. The vehicle ofclaim 8, wherein the cargo bed comprises a deck disposed at a height,relative to a surface on which the vehicle sets, that is lower than atop of the rear wheels.
 10. The vehicle of claim 2 further comprising anexhaust line that is disposed one of: at least partially beneath theseating structure; and at least partially along a side of the passengercompartment.
 11. The vehicle of claim 2 further comprising an air intakeand filter fluidly connected to the prime mover, wherein the air intakeand filter is located within the dash console.
 12. The vehicle of claim2 further comprising an air intake and filter fluidly connected to theprime mover, wherein the air intake and filter is located rearward ofthe seating structure.
 13. The vehicle of claim 2 further comprising afuel tank disposed rearward of the seating structure.
 14. The vehicle ofclaim 13 further comprising a cargo bed disposed rearward of thepassenger seating structure, wherein the fuel tank is disposed below thecargo bed.
 15. The vehicle of claim 2 further comprising at least onebattery disposed rearward of the seating structure.
 16. The vehicle ofclaim 15 further comprising a cargo bed mounted to the chassis rearwardof the passenger seating structure, wherein the at least one battery isdisposed below the cargo bed.